Engine.



A. DQ BAKER.

ENGrmE. APPLICATON FILED LUNE 20 |9l4 ylg atented July 6, 19H5.

3 SHEETS-SHEET L WM @Mwah A. D. BAKER.

ENGINE.

APPLICATIQN FILED JUNE 20. 1914.

l, 145y 1 77.. rammed July 6, 1915.

3 SHEETS-SHEET 2.

WITNESSESI- INVENTOR.

A. D. BAKER.

ENGINE.

` APPLICATION FILED IUNE 20. I9I4.

l 145, 1??. Patented July 6, 1915.

3 SHEETS-SHEET 3.

l :IIIIIIIIIIIII WITNESSESI- INVENTOR.

A UNXTED STATES PATENT FFC. a

ABNER D. BAKER, F SWANTON, OHIO.

ENGINE.

State of Ohio, have invented a certain new and useful Engine; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it 4Vappertains to make and use the same, reference being had tothe accompanying drawings, and to the characters of reference marked thereon, which form a part of this specification.

This invention relates to means for using steam, air or gas as a motive power and has particular reference to locomotive and traction engines of the reversible type.

The primary object lof my invention is the provision of an engine having a main valve for controlling fthe inlet of an operating fluid to its c vlinder and a valve for controlling the exhaust of fluid from the cylinder, of simple and efficient means forcoiitrolling the movement of the exhaust valve from the main' or inlet valve, whereby the two valves must work in synchronism, and the complicated mechanisms heretofore employed to accomplish suchpurpose are rendered unnecessary, thereby7 increasing kthe eiliciency and commercial practicability of engines of the character described.

A further object of the invention is the provision of simple, and eflicient means for rendering machines of this character reversible without the use of the complicated mechanisms heretofore employed for such purpose.

A further object of the invention is to overcome the loss in efficiency incident to i gine .is running on short Icut-off.

The'invention is fully described in' the followingspecification,y and while, in its vbroader aspect, it is capable of embodiment in numerous forms, only two embodi- Aments'thereof are illustrated in the accompanying drawipgsvin -which,-

Figure 1` is a diagrammatical section of the long type ofy engine embodying my invention with the'- main valve, piston and exhaust valves disposed in the same plane. Fig. 2 is a similar view of a short type of engine with an indicator card associated Specification of Letters Patent.

Patented July 6,1915.

Application filed June 20, 1914. Serial No. 846,316.

therewith, and Fig. 3 is a cross-section of the engines of a locomotive -with one in cross-section and with the end plates removed froni the valve chambers and cvlinders of the other, such ligure being applicable to both types of engines.

Referring particularly to Fig. 1 of the drawings, 1 designates the cylinder of the engine in which the piston 2 works. such piston being shown, in the present instance, as comprising two axially spaced parts, but may be of the solid or single type as shown in Fig. 2 if desired. rl`he piston 2 is car ried by the piston rod 3, which projects lof the piston type. in the present instance,

said valves being fixed in spaced relation to a lvalve rod 7,' which has one end projectin without an end of the chamber and isoperated 1n 'any suitable manner as well understood in the art. Each of the valves .6, 6a, in the present instance, is of the outside admission type, the center thereof being of spider form to permit the passage of fluid therethrough to the respective outer ends of the chamber 4, and is provided with four,

packing rings S, Sa, 8b and SC. Yhen each valvey 6, 6a is at or near the limit of its instroke the packing ring 8 thereof uncovers the admission port 9 to the respective end of the cylinder 1 to admit steam to such end of the cylinder from the valve chamber 4. Thile the valves 6, G, inthe present in.- stance, are of the piston type. it is` evidentthat any other suitable form of valve. may be used as desired. j

Located at some convenient point around the cylinder 1 is a chamber 10 in the opposite end portions 10a and 10b ofy which are mounted exhaust or compression valvesl 11, 11a. respectively. These valves are connected in fixed relation bv a valve rod 12 and operate to alternately open and close the auxiliary exhaust ports 13 and 13a, respectively, which open communication between the valve chambers 10'di and 10b and the respective end portions of the cylinder 1,

hen sti-:a n or other Huid being admitted toy one end Y of the cylinder 1, the exhaust valve 11 or 11a, which is disposed at the end of the cylinder, away from Which the piston is moving, stands infposition tol close its the cylinder. When the piston has reached the limit of its stroke the main exhaust port V14, Which opens inte tire chamber 10, will stand open to permifu exhaust from the end of the cylinderl into which steam was last admitted, as is common in steam engines of this character. The amount of compression at the end of each stroke of the piston is determined by the distance between the outer edge of the port 13 or 13?, as the case may be, and the limit of outward movement of the piston, as exhaust occurs through the port 13, 13a toward Which the piston is moving until the adjacent end packing ring 2a of the piston has vpassed the outer edge of the port. t

. The means employed for controlling the movements of the compression valves 11, 11a will now be described. 'Ille outer end of each valve chamber 10, 10? is in communication with the main valve u chamber 4 through pipes 15, 15a, respectively, and ports 16, 16a in the Wall of the main valve chamber. Opening into each end portion of the valve chamber 4 in adjacent relation to the ports 16 and 16a are ports 17 and 17a, re

in connection with a locomotive, is preferably connected to the main air reservoir thereof, and if steam is used it is preferable toconnect said pipe tothe cab turret, Wherebyv a pressure is maintained in the ports 17 and 17a at all times. The packing rings 8a and 8b of'each piston 6, 6a are so disposed as. to open communication between the respective ports 16-17 and 13a-17a during predetermined portions of the travel of said valves. The relative positions ofthe packing rings 8 and 8b of each main valve is preferably such that the ring 8" will uncover the associated port 17, 17a slightly in advance of the uncovering of the associated admission port 9, 9EL by the packing ringS, thereby admitting fluid pressure to the end of the chamber 10, which is adjacent to the end of the cylinder 1 to Which steam is next to be admitted, slightly in advance of the admission of steam to the associated cylinder end, thereby forcing the valves 11 and 11a toward the opposite end of the engine to cover the port 13 and 13a disposed atthe admission end of the cylinder and opening the other of said ports. A port 2O is provided between each end of the respective,

valve chamber 10, 10b to admit steam from the admission end of the cylinder 1 into the associated exhaust valve chamber to assist the pressure in the respective line 15, 15a to maintain the valves 11, 11n in shifted position. The ports 20 also serve to release the lpressure in the outer end portion of the respective valve 'chamber 10a, 10b on the outstroke of the valve therein.

One end of the valve rod 12 is extended without the chamber 10 and carries a piston 21, which Works in a dash-pot 22 and serves to cushion the outstroke of each valve to prevent the pounding which Would otherwise be present. It is not necessary to use such cushioning means if a packing ring 23 is'provided on the outer end portion of each valve in position to pass over and close the associated port 20 before the valve has completed its outstroke, thus creating a compression space between the valve and the outer end of the valve chamber. *1

The operation of this type of engine is as follows: Supposing steam is .to be admitted to the left end of the cylinder 1 to drive the piston 2 to the right, the main valve 6 Will have opened communication between the ports 16 and 17 just prior to the ring i8 thereof uncovering the cylinder admissionl port 9, thereby admitting fluid pressure to the outer end of the exhaust valve chamber 10l from the pressure line 18 and effecting a movement of the valves 11, 11*L tothe right for the valvel 11 to close the exhaust port 13 and for the valve 11u to uncover its port 13a to permit an exhaust therethrough. The time of cut off of the steam from the left end of the cylinder maybe varied as desired, as is Well understood in the art, and takes place,` in the present instance, When the piston 2 is in the position shown. When the pistonhas already completed its stroke it Will have uncovered the main exhaust port 14 to the right hand end of the cylinder to permit the expanded steam to exhaust therethrough into the chamber 10, the exhaust passing from such chamber through a passage-Way 24 into the stack, as indi-v los cated in Fig. 3, as is common in locomotive In this i i 32 and 32a, respectively, open, said chambers having communication at their'iiiner ends f with a common exhaust passage 34.; and 35 and 35a the exhaust valves which are connected by the rod 35b and work inthe respective chambers 33, 33a to alternately close the respective exhaust ports 32, 32a. The main valves 36 and 36a are mounted for movements in the respective ends of the main valve chamber 3T, being xedly connected by a stem 38,- and each controls the associated'cylinder admission port 39 and the two ports 40 and 41, which openfcom- `munication between the pressure line pipe 42 and the pipe 43, which latter leads'to the outer end of one or the other of the ex-y haust valve chambers 33, 33a, as shown. Thevalves 36 and 36a, in they present instance, are of the inside admission instead ofthe outside admissionjtype and-the arrangement of the admission ports 39 and the ports -LO--ll are therefore reversed, as'indicated, this being themonly difference between the two types of engines illustrated the ports'f32dui1ng n v ,A left handf'stroke vof the piston, or until such so'far asthe control means for the exhaust valves is concerned. In,t changing the main valvesfrom the outside to the inside admission type requires a reversing of the action of such valves over the loutside admission type, so that the valvegsxmove in the same direction as thepistonmnlstead of'in the opposite direction, as illustrated in Figl.

The operation of this form of engine lis as follows: The Listo'n being at the limit of its right hand stroke, the valve 36 will stand `iilposition.tojclose the associated admission rt 39 Eand alii-'roto close the communication betweenjthe ports 40 and 41, and the `right hand valve'36apwill stand in position to uncover the"right hand admission port 39 to the cylinc'lerand to open communicationbetweenf`the associated pc-srts'iO-L so that steamfis admitted to' the right end of the cylinder and communication between the fluid pressure line -13 and the right hand exhaust chamber 3S is opened. The lap of each main valve with respect to the associated admission port 39 and port-41 is such that they port' 4:1 willbe uncovered to open communication between it and the port 40 slightly in" advance of the uncovering of tlie"adniission port 39. thus admitting pressure to the associated end of the exhaust chamberin time to shift the positions of thefvalves 35,735u to the leftbefore steam is :admitted to theyfcylinder to reverse the movement' oftliepiston. The shifting of theposition of the -eihaust valves 35, 35a inthis niannei'op'ens"'the left4 hand exhaust ports'32 and closes the A'ilightf hand exhaust ports 32l sothat'exha'ist t lies'piace through approximately the full the valve 38 will have moved to first open.

communication between the left hand set of ports :t0-ll to admit pressure from the line l2 to the outer end of theexhaust chamber to eti'ect a shifting of the positionsof the exhaust valve to close the ports, 32 and" open the ports 32a, and the left hand admis-v sion port 39 will then be opened to reverse j the movements of the piston. The provision of the independent rsteam or fluid pressure line for controlling theaction of the exhaust or compression valves adapts the invention for use in connection with reversible-as well as with non-reversible engines, as the exhaust or compressionvalves are thereby always moved at thel proper time relative to theY piston, regardless of. whether the piston is beingdriven by steam"y from the boiler or by a driftingv of the engine, as is commonly the case with locoinotives, or the piston may be driven forward and back in the cylinder by the momentunfi` by the band or fly wheel of the engine without getting the compression or exhaust valve out of time with the piston. It will therefore be seen that the exhaust valve is an automatic reversible valve and also that the piston is always moving toward a. wide' openl exhaustport. In addition 'io my imi proved exhaust valve doing its work more effectively than a mechanically driven valve it is free from complications and wearing l parts." y

I wish it understood that my invention is4 notlimited to any particular arrangement,

form or constructions of the parts andv losure line in communicationwith.said valveI chambers `for admitting fluid. pressure into.

` tion to its port, and vice versa, a liuid pies'- first one and then the other," of the chanibers to shift the positions .of said'`v valves,v

said line being separate from. the iiuid`r admission linejof the cylinder, and nieanstoperl able during a running of the engineto lcontrol the admission of fluid pressure to said chambers.

2. In an engine, a cylinder having exhaustl ports which are spaced longitudinally of the cylinder, a fluid supply line in connection with the cylinder, a valve for each exhaust port, and a fluid line for supplying fluid to control the movements of said valves, and meansuoperable to control the admission of Vfluid to the cylinder from said first line and the passage of fluid through said second line to control the movements of said valves.

` 3. In an engine, a cylinder having an exhaust port adjacent to each end thereof, means operable to open one port when the other is closed, and vice versa, a. fluid supply line having communication with the cylinder, a second fluid supply line for introducing a fluid in different positions With respect tosaid means to move the same to alter-v nately open and close said ports at predetermined intervals in a running of the engine, and means operable to control the pas#Y `mittently move said valves to open and close said exhaust ports in alternate relation, and valve'means common to both of said lines for controlling the passage of fluid through each.

5. In an engine, a cylinder having exhaust ports in opposite end portions-thereof, a main valve chamber having communication with a source of fluid pressure supply and with said cylinder, an exhaust valve chamber having communication With said exhaust ports and With a source of fluid pressure supply, valves Working in said latter chamber to control the exhaust through said ports, means for introducingv fluid into said latter chamber, and means operable to control the admission of fluid pressure to the cylinder from said main valve chamber and to control the admission of fluid -to said exv .haust valve chamber to periodically move the exhaust valves to open and close the respective exhaust ports.

6. In an engine, a cylinder having exhaust ports in opposite end portions thereof, a main valve chamber having-communication With a vsource of fluid pressure supply and with the interior of the cylinder, an exhaust chamber having communication with said exhaust ports and with a source of fluid pressure supply, and a'valve Working in said main valve chamber and operable to control the predeterminedtimed admission of fluid A to ythe cylinder and to control-the predetermined timed admission of fluid to different portionsof said exhaust chamber to operate source of fluid pressure supply and with they interior of the cylinder, an exhaust chamber having multiple communicatlon with a source of fluid pressure supply and having an exhaust and a r'iease port at each end in' communication with the respective* end of the cylinder, valves Working insaid exhaust chamber and operable in unison to alternately open and close said exhaustl ports, means operable to control the admission of fluid to said exhaust chamber to move the exhaust valves first in one and then the op?` posite direction to alternately coverand unf cover the respective ports in predetermined timed relation to the running of the engine and also operable to control the admission of fluid to the cylinder, said release ports serv# ing to admit fluid froni the cylinder to the exhaust chambento assist in the control of said valves. f l a 8. In an engineI of the character described, a cylinder having inlet ports, and exhaust ports arranged adjacent tothe inlet ports, a valve for controlling the inlet ports, and means for controlling the exhaust ports including a shiftable element and a supply line for fluid 'for operating said element, said line being controlled by said valve, substantially as described.

9. In an engine of the character described,

-a cylinder having inlet ports at opposite ends thereof and exhaust ports also ari` ranged adjacent its ends and in advance of the inlet ports, a valve for controlling the inlet ports, and means for controlling the exhaust ports including a shiftable element, a fluid pressure passageway having branches communicating with opposite parts of said element, each of said branches being located in coperative relation with said valve whereby the passage offluid" through the branches is controlled by said valve.

l0. In an engine of the character described, a cylinder having an inlet port` adjacent one end thereof, an exhaust port-also located adjacent the said end and in advance of the inlet'port, a valve for. controlling l the inlet port, a valve for controlling the ex haust port, a fluid pressure conduit in cooperative relation at one end With the last named valve, and in .coperative relation intermediate of its ends Withthe first named valve, the aforesaid parts being coordinated for effecting an opening of the conduit by the movement of the first named valve in a direction for opening the inlet port, said opening of the conduit occurring slightly in advance of the `opening of the inlet port whereby the valve associated with the exhaust portWill close the same prior to the opening of the inlet port.

l 11. .In an engine, a cylinder having an ,ex haust port near each end thereof, a double exhaustvalve controlling the exhaustl from said ports, a main steam admission valve for the cylinder, and means controlled by said main valvel and including a Huid pressure line for alternately introducing fluid under pref "re to opposite ends of said valve to move same in first one and then the opposite direction to alternately uncover land cover the respective exhaust ports.

12. An engine having cylinder, a main valve chamber and an exhaust valve chamber, said cylinder having an exhaust port neareach end thereofopening into the ex- 'haust valve chaiber, a doubl'-` exhaust valve 1working in the exhaust valve chamber and operable to permit an alternate exhaust through said valve pc-rts, a fluid admission valve in said main valve chamber, and means controlled by said main valve for introducing fluid under pressure to said exhau'st valve chamber tovperiodically move the exhaust valve to cover first one and then the other of said exhaust ports, and vice versa.

13. An engine having a cylinder, a main valve chamber, and an exhaust passage, the cylinder being provided with an'exhaust port near each end thereof opening into said passage, means mounted 1n said exhaust pas sage for controlling the alternate exhaust of fluid from the cylinder throuoh said' ports, independent fluid lines, one for introducing fluid into said passage to control the movements of the valve to alternately uncover the exhaust ports, and vice versa, and the other for introducing fluid through .said main valve chamber and into the cylinder, and common means for controlling the aldmission of fluid to the cylinder and the admission of fluid to said passage, the exhaust valve being moved to close the ports adjacent to the admission end of the cylinder in advance ofthe admission of fluid to such end, and to uncover the port at the opposite end of the cylinder.

14. An engine having a cylinder, a main steam chamber and an exhaust valve chamber, the cylinder having admission ports in communication with the main valve chamber and having both an exhaust port and an auxiliary port near each end thereof in communication With the exhaust chamber, a double exhaust valve in said exhaust chamber for controlling the exhaust and auxiliary ports at respective ends of the cylinder, a fluidl line for introducing fluid under pressure to said 'exhaust chamber alternately at opposite ends of said valve to shift the valve to periodically cover and uncover the respective Jports, each exhaust port being open when the other is closed, and a main valve disposed in said mainvalve chamber for controlling the admission of fluid to said cylinder and having portions disposed in said fluid line and operable to alternately direct vfluid/,to first one then the other end of the exhaust valve chamber, said main valve being operable to admit fluid to thev ends of the exhaust valve chamber in advance of the admission of fluid to the respective ends of the cylinder, said auxiliary ports permitting 

